Railway signaling.



J. S. HOLLIDAY.

RAILWAY SIGNALING.

APPLICATION FILED MAY a, 1912.

1,039,744. Patented 001. 1,1912.

4 SHEETS-SHEET 1.

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WITNZ; l yvsnon y J. S. HOLLIDAY.

RAILWAY SIGNALING.

APPLICATION FILED MAY 8, 19121 Patented Oct. 1,1912.

4 SHEETS-SHEET 2.

J. S. HOLLIDAY.

RAILWAY SIGNALING.

APPLICATION FILED MAY a, 1912.

Patented Oct. 1, 1912.

4 SHEETS-SHEET s.

INVENTOR j U QN 1 Ihm.. Q M

WITNESSES J. S. HOLLIDAY.

RAILWAY SIGNALING.

APPLIoATIoN FILED MAY a, 1912.

Patented Oct. 1, 1912.

4 SHEETS-SHEET 4.

INVENTOR- 4K/44u WITNESSES /fwfw tion.

UNITED sTaTEsraTENToFFTcr-:Q

SGEN S. HOLLIDAY', OF- WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, lA CORPORATION' 0F PENNSYLVANIA.

RAIL'VVAY SIGNALING.

rose-,744.

Specicati'on of Letters Patent.

Patented Oct 1,1912.

applicati@ mea my s, l1912. seriarro. 695,805.

Tofallf whom -it muy concerne Be it`- known that I, JOHN S. HOLLIDAY, a citizen otv the United States, residingat il/*ilkinsburg,` in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway Signaling, of whichthe followlng is a specification.

My invention relates to signaling for single track over which traic moves in both directions; it is particularly adapted 'for signaling of stretches of single track between passing sidings, although it is not limited to this particular adaptation.

I will describe two forms of signaling system embodying my invention and then point' out'y the novel features thereof in claims. 'f

In the accompanying drawings' Figure 1 is a diagrammatic view showing one form of signaling system embodying my inven-` Figs. 2 and 3 are views similar to Fig. 1 but showing the changes due to the presence of a car or train at dierent points in the system. `Fig. 4 is a view showing a modication of the system kshown. inthe preceding views.

Similar reference characters refer to similar parts in each of the several views.

Referring to all of the views, A is a stretch of single track between two passing sidings B and C.

T is a trolley wire or third rail. p The stretchA is provided with atleast two signaling devices S and S', one adjacent each end of the stretch. Each of these signaling devices is adapted to indicate stop, caution and clear; as here shown each device comprises three elect-ric lamps, R, Y and-G or R, Y and Gr', colored respectively red, yellow and green. I do' not however wish to be limited to this articular form of signaling device, for 1t is understood that any form of device adapted togive the desired indications mayv be equally well employed. As indicated by the arrows, signal device S governs traiiio into the stretch A from the siding C, and signal device S governs traiic into the stretch A fromsiding B. In Ptherpractice oit' my invention each` signalingdevice is preferably located a short distance into -the stretc from the adjacent-passing siding, thelocations being such for example 'asfindicated by the boxesS and S shown in dot and dash lines inthe drawings.- Thelreason for such locations: will appear hereinafter.` It l is understood that the three lampsv G, R and' Y andG, R and Y of each signaling device will be located within the corresponding. born-,but I-have show-n them outside of the boxes to avoid confusion in the wiring. Signal. device S is'controlled by a signal relay P, and signal device S is controlled by a signal. relay `PL As here shown, each of the relays comprises,` a field winding 10, ay non-polarized armature 11,- and an electrically polarized larmature 12. The non-polarized armature 1l is responsive to the presence and absence'of current in the ield'winding 10. The polarized armature' 12 is responsive to the relative direction of currentsI 1n its own windingv and in field winding 10. It both windingsA are denergized it will remainl in the position to which it waslast moved. In the arrangementv of wiring. here shown, the current yin field winding is always in one direction whereas that in the armature winding is reversible, hence the' position of the armature`12 actually depends upon the direction of the current flowing in the winding thereof.

Two contacts land 14 are operatively connected with armature 1Q.

The zstretch A -is provided with oneor more track circuits'tor the control of signal relays P and` P. In the arrangement shown in Figs. 1, 2 and 3 the stretch is provided with one track circuit comprising a source 'of current l5 connected with the track rails adjacent the middle of the stretch 'and two track relays 16 and 17 one connected with the track rails adjacent each end of the stretch. As here shown the source 15 is a transformer having one winding connected with the track rails and the other winding connected with a suitable source of alternating signaling current (not shown). 'Ihetrack' relays 16 and 17 are of a type which will respond to the signalingcurrent, and whenl propulsion current is employed they are preferably of a type which will' not respond to the propulsion current.. The imits of the track circuit are deined vby linsulations` 20,- 20, etc., in the track rails-near 'theA ends of sidings B and C.'- Since the motive power for the railall stretch t is provided with two separate track circuits a and l1, separated by insulations 21, both of Which'traclr circuits. are fed in parallel from transformer 15; a reactance 22 is included. between the transformer and track cir .lit c, and a reactance 23 is included between the transformerA and track circuit b, for reasons set forth in United Sjtates Letters vPatent Number 1,016,922 granted to Lewis and Holliday on heb: G, 1912.

Suitable sources ot current are provided for energizing the windings of relays P and P. As here'shown. these sources are resistf ances 24 and 25 connected between the track rails and the trolley Wire T, each resistance being; provided with taps at such points as to give the desired voltages., ilirinaturelf of relay lJ is supplied with current from the adjacent resistance 2t, the polarity ci Which current is controlled by an armature contact 29 of trach relay 17. llllhcn this traclr relay is energized the circuit :tor armature 12 is trom resistance 2lthrough Wires 2GA and 27, armature 12, Wire armature contact 29, Wire 30 to resistance 24.-c Wlien relay 17 is denergired, the circuit is the saine as that just traced up to Contact 29, then through Wire 31 to another point on resistance 2a. Wires 30 and 31 connect with points on re sistance on opposite sides ol the point of connection ot Wire 26, hence the polarity ot current in armature 12 depende on the position of Contact 29 Armature 12 of relay P issupplied with current from resistance 25, and the polarity oi' the current is controlled by armature Contact oi.2 relay 16. held Winding ol' rela is supplied with current troni resistance through the tollowing,A circuit: tronil resistance-25 through Wires 32 and 33, armature contact, Wire 35, Contact 13, Wire 33, Winding' 10, Wires 37 and 33 to traclt rails. Similar y Winding 10 oit relay il is supplied with current Which ilows from resistance thrtugh Wire 26, armature contact 39, all, contact 13, Wire l1, Winding 1U, wires Ll2 and t3 to trachrails,

l will new explain the control ot' the lamps lt, Y, and Gfby relay l.

lllhen armature contact 11 is closed and contact la is in the position sho rn in Fig. 1, lamp 'G is illuminated through the following circuit:-'froin resistance 24.- through Wires 23 and 27, contact 1li, Wire elfi, contact 11, Wire 4:5, lamp Wires t@ and 33 to the track railsc When armature contact 11 is opened, duo to the dfmnerggisation ot field Winding 1U, and contact 1aremains in the position shown in llliggo 1, lamp lt is illu minated through a circuit the saine as just traced as tar as Contact 1.1, then. through Wire el?, lamp R'to wires a@ and 33 and the track railsa When contact lfl; is reversed in position., clue to ot armature 12,

The l ineograa lamp Y is illuminated through the :following circuit trom 'the resistance 2tV throu h Wires 26 and 27, Contact 11i, Wire 48, lamp Wires 16, and 33 to the track rails, lThe control of lamps R', Y', and G by relay P is exactly the same as just described tor the corresponding parts of signal S, hence a detailed explanation is unnecessary.

The operation of the system shown .in Figs. 1 to 3 inclusive, is follows :-`ll\7l1en the stretch A is free troni cars or trains, green lamps Gr and Gr are both illuminated indicating to a car or trainl approaching the stretch from either siding E or C that the stretch Aris clear and that it may therefore proceed through the stretch at full speed. Assume now that a car or train lll enters the stretch A from siding C as indicated in Fig. 2. When it reaches the traclr circuit ot the stretch A it denergizes track relay .17, thereby reversing the polarity of current in armature 12 ot signal relay l causes lamp G to be `eatin ished and yellow' lamp Y to become illuminated. The denergization of track relay 17 also opensthe circuit including the iield Winding 10 of signal relay P at armature contact 39, thereby opening contact 11 of relay P; this eatinguishes green lamp G and illuminates red lamp lit. The display ot the yellow;r light behind the car or train indicates to succeeding; cars or trains approaching' the stretch A trom the siding C that they may proceed through the stretch under caution; the display of the red lamp'R at the other ot the stretch A indicates to carsy or trains approaching the stretch from siding B to stop, for the reason that the stretch is already occupied by a car or train approaching the siding4 B. the car or train W approaches the middle point of the stretch A it denergizcs traclr relay 16. (See Fig. 3.) rlhe opening ot arina ture Contact 34tot this relay opens the circuit ot held Winding 1G et relay lE thereby causing armature Contact 11 of relay l? to open but this has no effect on signal S because ot the position or Contact 14 oi:` relay P. The opening ot armature contact t9 ot track relay 16 reverses the polarity of current through armature 12 ot relay lN but this armature does not change position because the circuit of field Winding,Y 10 of this relay is opened at armature Contact 39 of traclr relay 17 and also at contact 13 ci? relay P. As the car or train proceeds past the middle point ot stretch fl, traclf'. relay 17 again becomes energized, thereby reversing the polarity ot current in armature 12 ot rc lay P, but the position of this armature docs not change because the circuit of tield "ind ing '10 of thisrelay is opened at contact 34 'izo Fig. 3, and it will be seen that the yellovtI I lamp behind the car and the red lamp ahead of the car continue to be illuminated. As the car or train W passes out of the stretch at siding B, track relay 16 becomes energized and the closing of the armature contact 34 closes the circuit of eld VWinding 10 of relay P, thereby causing the armature 12 orn this last mentioned relayV to move back to the position shown in Fig. 1. This causes contact 13 to close the circuit of field winding 10 of relay P but the closing of contact a9 reverses the polarity of current in armature 12 of relay P hence, this armature does not change position. The parts of the system are now in the positions shown in Fig. 1.

Referring now to Fig. 4, I have here shown two additional lamps 50 and 51 located adjacent the middle of the stretch These lamps are for the following purpose :-When a car or train enters the stretch A from siding B or C and nds a yellow o r caution signal indicating that a preceding car or train moving in the same direction occupies the stretch A, the succeeding car or train may follow intothe stretch under caution. When it reaches the middle ot the stretch it it nds a lamp 50 or 51 corresponding to its direction of travel illuminated, the driver of such car or train will then know that the preceding car has' passed out of the stretch, and that he may therefore proceed through the remainder of the stretch at tull speed. Lamp 50 is for the control ot tratlic in the direction indicated by the arrow adjacent that lamp, and lamp 51'is similarly for the control of tra-thcl in t-hc direction indicated by the arrow adjacent that lamp. When the stretch is free from cars or trains lamp 50 is illuminated by the following circuit from resistance,

2e through wire 26, armatiire contact 39, wire 40, contact 13, Wires 4l and 52, lamp 50, wire 53, to the track rails. It Will be noted that'when the portion of the stretch A adjacent siding C is occupied by a car or train, this lamp 50 is extinguished due to the fact that track relay 17 is denergized. Similarly when the stretch A adjacent sid.- ing B is free from cars or trains, and the polarized armature 12 or" relay P is in the position to close contact 13, lamp 51 Will be illuminated through the following circuit froin resistance 25 through wires, 32 and 33, contact 3d, Wire 35, contact 13, Wires 3G and S, lamp 51, wire 55, to the track rails. when this portion of stretch A. is occupied by a car or train, the lamp 51 is extinguished due to the fact that this circuit is open at contact 3%. i i

ln the practice of either modification of my invention here shown, the green lamps (i and G may if desired, be omitted. In such case, when the stretch A is free from cars or trains, the fact will be indicated by the stretch from opposite ends at the .same

time and each would receive a clear signal. ln case two cars should enter the stretch at the same moment, both red lamps R and R will be illuminated because the' field windings 10 of both relays P and P Will be deenergized by the opening of armature contacts 34; and 39 of track relays 16 and 17 respectively. With the signals located as shownl and described, the drivers of both cars or trains will observe the red or sto-p signals and neither car or train will proceed into the stretch A. i

Although l have herein shown and described only two forms of signaling system embodying my invention, it is understood that various changes and modifications may be made therein Within the spirit and scope of vthe appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what l cla-im 1s z- 1. In `combination, a stretch of single track over which tratlic moves in both directions, signals adjacent each end of the stretch each adapted to indicate stop, caution and clear, a signal relay for thecontrol of each signal each comprising a field Winding, anon-polarized armature controlled by the field, and a polarized armature; circuits for the control ofthe clear and stop indications of each signal each including contacts controlled by the non-polarized armature of the corresponding signalrelay, a circuit for the control of the caution indication of each signal each including a contact controlled by the polarized armature of the corresponding si nal relay, and track relays for the control o thc signal rela-ys.,

2. ln combination, a stretch of single track over which traiiic moves in both directions, signals adjacent each end of the stretch each adapted to indicate stop, caution and clear; a signal relay for the control of each signal each comprising a eld Winding, a nonpolarized armaturecontrolled by the field, and a polarized armature; circuits for the control of the clear and stop indications of each signal each including contacts controlled by the non-polarized armature of the corresponding signal relay, a circuit for the control of the ca ution indication of each signaleach including la Contact controlled by an electrically polarized armature; a circuit for the control of the caution indication and a circuit for the control of the stop indication which circuits are controlled respect-ively by the polarized and the non-polarized -armatures, means controlled by the entrance of a train upon the stretch at either end for reversing the current in the polarized armature ot' the relay at that end thereby causing the caution indication t0 be displayed at that end and for'denergizing the field winding of the relay at the other end thereby causing the stop indication to be displayed at that end, and means controlled by each polarized armature whenv in the reversed position or holding open the circuit of the eld winding of the other relay.

8. In combination, a stretch .of single track over which traiiic moves in both directions, signals adjacent each end of the stretch each adapted to indicate caution and clear; a signal relay for each signal each comprising a field winding, a non-polarized armature controlled by the field for the control of lhe clear indication of the corresponding signal, and a polarized armature for the control of the caution indication of the corresponding signal; yand track relays for the control ot the signal relays.

9. In combination, a stretch of track over which trathc moves in both directions, a signal device adjacent each end of the stretch each adapted to indicate caution and clear; a signal relay for each signal device each comprising two members one of which is stationary and the other movable, a winding for each member, the movable member being responsive to the relative direction of currents inthe two windings, and an armature responsive to the presence and absence of current in one oit said windings; a circuit for the caution indication controlled by thesaid movable memberv and a circuit for the clear indication controlled by the said armature; and track relays connected with the stretch for the control of the 'signal relays.

10. In combination, a stretch of track over which traiiic moves in both directions, a signaling device adjacent each e'nd of the stretch each adapted to indicate caution and clear; a relay `foreach signaling device each comprising two members one of which is movable, a winding for each member, the movable member being responsive to the relative direction of current in the two windings,

and an armature responsive to the presence and absence of current in one of said windings; a circuit. for the caution indication controlled by the said movable member and a circuit for the clear indication controlled by the said amature; and means controlled stretch at either end for reversing the current `in one winding of the relay at that end thereby causing the caution indication tojbe displayed at that end, and for denergizing the armature-controlling winding of the other relay thereby preventing the display of the clear indication at the other end of the stretch.

l1. In combination, a stretch of track over which trattc moves in both directions, a signaling device adj acent each end of the stretch each adapted to indicate caution and clear; a relay for each signaling device each comprising two members one of which is movable, a winding for each member, the movable member being responsive to the relative direction of .currents in the two windings, andan armature responsive to the presence and absence of current in one of said windings; a circuit for the caution indication controlled by the said movable member and a circuit for the clear indication controlled by t-he said armature; and means controlled bythe entrance of a car or train upon the stretch at either end for reversing the current in one winding of the relay at that end thereby causing the caution indication to be displayed at that end, and for denergizing the armature-controlling winding of the other relay thereby preventing the display ot the clear indication at the other end of the stretch, and means controlled by the said movable member of each relay for controlling the circuit of the armature-controlling winding of the other relay.,-

12. In combination, a stretch of track over which traiiic moves in both directions, a signal device adjacent each end of the stretch each adapted to indicate caution and clear; a signal relay for each signal device each comprising two members one of which is stationary and the other movable, a winding for each member, the movable member being responsive to the relative direction of currentsin the two windings, and an armature responsive to the presence and absence 'of current in one of said windings; a circuit for the caution indication controlled by the said movable member and a circuit for the clear indication controlled by the said armature; auxiliary signals adjacent the middle of the stretch for governing trac in each direction and each adapted to indicate caution and clear, and track relays connected with the stretch 'for the control of the signal relays and of the auxiliary signals.

In testimony whereof I aiiix my signature in presence of'two witnesses.

JOHN S. HULLIDAY.

Witnesses:

W. Ln MCDANIEL, A., L. VnNcntL. 

